ES2946545T3 - Electric vehicle with energy regulation system - Google Patents

Abstract

An energy regulation system and a thermally regulated article for a living space or interior space of a vehicle are provided that include a thermally conductive element, such as one or more sheets of a flexible graphite element, in thermal communication with a power source. thermal, such as a heat source or cold source. The thermally conductive member having an exterior surface adapted to be exposed to an occupant of the vehicle or building. A controller is in operative communication with a power source connected to the heat source or cold source to regulate the temperature perceived by the occupant by varying the power supplied to the heat source or cold source. (Automatic translation with Google Translate, without legal value)

Description

DESCRIPTION

Electric vehicle with energy regulation system

technical field

The disclosure relates to an electric vehicle having an energy regulation system. The present invention lies in the use of graphite for the energy regulation system in order to use it in regulating the temperature perceived by an occupant inside an electric vehicle. The energy regulation system includes an article having an energy conserving element in thermal communication with a thermal energy source, the energy source functioning as either a heat source or a cold source, or both. The power regulation system also includes a controller in operative communication with the thermal power source to control its operation in response to information from sensors.

Background

Battery-powered electric vehicles use the same battery system to power the electric traction motor and to heat the vehicle's cabin. This reduces the driving range of the vehicle. In extremely cold environments, this can result in a range loss of up to fifty (50) percent in a battery-powered electric car, according to reports from the Argonne National Laboratory, see http://www.anl.gov/ energy-systems/group/downloadable-dynamometer-database/electric-vehicles.

DE11 2014 005550 T5 describes a heat transfer device which couples a heat generating element with a heat radiating element and transfers heat from the heat generating element to the heat radiating element. The heat transfer device includes a composite element and a heat conductor. The composite element includes multiple carbon nanotubes and multiple carbon fibers that are mixed in a base material and complexed, and the respective carbon fibers are interlinked with each other by the carbon nanotubes.

DE 102012015375 A1 describes a component having a flat resistance heating element and a decorative layer, which are laminated to a carrier element. A contact tape, to provide the electrical connection, is nonremovably positively connected to a portion of the heating element.

WO 2016/077843 A1 describes a heating and cooling device comprising at least one integral low voltage heating and cooling source and a flexible and efficient heat distribution medium, having a thermal conductivity of 375 to 4000 W/ mK to distribute heat and cold across a surface.

Document US 2016/001632 A1, which discloses the preamble of claim 1, describes a sheet heater for automobiles that includes a stacked structure composed of a far-infrared radiant layer, a metallic layer, and a metallic heating layer with carbon nanotubes containing contains wires.

US 2006/289000 A1 describes a radiant heating apparatus having a flat electric heating element, a flat heat diffusion layer, a finish layer, a heat insulating layer and an electrical power coupling.

Short description

The present invention relates to an electric vehicle that has an energy regulation system for regulating the energy of a thermal energy source, comprising a heat-conducting element in thermal communication with the energy source, the element comprising a flexible graphite sheet. ; a heat transfer element in thermal communication with the element, the heat transfer element having an outer surface; a temperature sensor arranged near at least one of the heat transfer element and the element; a controller, in operative communication with the sensor and the power source to control the application of power to the thermal power source in response to a signal from the sensor; and a battery-type power source in operative communication with the thermal power source.

Brief description of the drawings

The FIG. 1 is a schematic view of an enclosure that may include one or more power management systems; the FIG. 2 is a schematic view of an embodiment of an electric vehicle of the present invention, including a power management (power regulation) system described herein;

the FIG. 3 is a schematic view of one embodiment of the power management systems described herein;

the FIG. 4 is a schematic view of one embodiment of the power management systems described herein;

the FIG. 5 is a schematic view of one embodiment of the power management systems described in the present document;

the FIG. 6 is a schematic view of one embodiment of the power management systems described herein;

the FIG. 7 is a schematic view of one embodiment of the power management systems described herein;

the FIG. 8 is a schematic view of one embodiment of the power management systems described herein;

the FIG. 9 is an embodiment of test equipment used in the examples;

the FIG. 10 is a graph of temperature and power versus time for a reference control test system that did not include an energy conserving heat conducting element;

the FIG. 11 is a graph of temperature and power versus time for Example A described herein;

the FIG. 12 is a graph of temperature and power versus time for Example B described herein;

the FIG. 13 is a graph of temperature and power versus time for Example C described herein;

the FIG. 14 is a graph of temperature and power versus time for Example D described herein; and

the FIG. 15 is a graph of temperature and power versus time for Example D described herein.

Detailed description of embodiments

Referring now to FIGS. 1 and 2, an energy regulation system for an enclosed space 4 occupied by a person or an animal (not shown) is shown by general reference 2, with specific examples described below and designated 2a, 2b and 2c. The power regulation system 2 may also be called a temperature regulation system for regulating the temperature of an outer surface 12 of a heat transfer element 10 (shown in FIGS. 3-7), wherein the surface is exposed to a occupant of space 4. When referring to the system as a whole, the terms "regulate" and "manage" can be used interchangeably. In the illustrative embodiments described herein, similar elements are referred to using the same reference numerals.

According to the present invention, the system 2 is part of an electric vehicle. The case in which the system is in an enclosure such as the interior of a habitable space 4a of a building, house or other type of permanent or temporary dwelling 5 is also disclosed, as shown in FIG. 1, to regulate the temperature felt by an occupant of the space in the vicinity of the exterior surface 12. The heat transfer element 10 may be a construction material, examples of which may include, but are not limited to, sheet vinyl, tile flooring, ceramic tile, wood, concrete, gypsum board, wallpaper, as well as flooring or backing materials used in conjunction with these building materials.

In one or more examples, system 2 is a component of vehicle 6 for regulating the temperature felt by an occupant of vehicle interior 4b, as shown in FIG. 2. The vehicle 6 can be any type of vehicle suitable for transporting people, animals or items sensitive to temperature such as, but not limited to, fruits, vegetables, fluids, solids, etc. Some examples of vehicle component 2 may include, but are not limited to, a seat, seat cover, floor mat, floor mat fabric, door panel, grab handle, interior trim part, dashboard part, an armrest, a headrest, a steering wheel, trim or other roof component, a floorboard panel, walls of a semi-trailer sleeper, a mattress, one or more interior surfaces of a cargo section of a vehicle, or other surface peripheral.

Vehicle 6 is an electric vehicle ("EV").

Referring now to FIG. 3, an example of system 2 is shown by general reference 2a. The power regulation system 2a includes a heat transfer element 10 having an outer surface 12 adapted to face inwardly 4, eg . eg, the interior 4b of the vehicle 6. The surface 12 will be in thermal communication with the occupant such that the occupant is exposed to the thermal regulation effects of the system 2a. Other examples of materials used for element 10 may include, but are not limited to, fabric, leather, plastic, polymer, and carpeting for use in a vehicle.

The system 2a includes an energy conserving heat conducting element 14, to disperse energy from the system effectively to heat or cool the heat transfer element 10. The element 14 acts as a thermal energy regulating element in the system 2. The element 14 includes one or more sheets of graphite which are described in more detail below. As shown in the system example 2a, element 14 is arranged next to element 10, opposite surface 12. In addition to the thermal regulation effects described herein, element 14 can provide better sound damping in compared to conventional vehicle components.

Element 14 is a flexible graphite sheet. The flexible sheet may be made of compressed exfoliated graphite particles. In one or more other examples, element 14 may be synthetic graphite, formed from a sheet of graphitized polymer. In such embodiments, the synthetic graphite element 14 is a flexible graphite sheet of graphitized polymer (also known as synthetic graphite). In another example, the one or more sheets 14 of flexible graphite include compressed particles of exfoliated graphite (also known as expanded graphite) and graphitized polymer (also known as synthetic graphite). In another example, the sheets 14 of flexible graphite include both sheets of compressed exfoliated graphite particles (also known as expanded graphite) and sheets of graphitized polymer (also known as synthetic graphite). The fact that the element 14 is composed of flexible graphite will advantageously allow matching with the power source, and will also mean a low contact resistance with the power source during thermal communication with it. As used herein, two objects are in thermal communication when heat can be transferred from one object to the other. In one example, the two objects are separated in such a way that heat is transferred from one object to the other by radiation and/or convection (via surrounding air currents) and/or conduction. In another example, the two objects are arranged in physical contact with each other.

In at least one example, the flexible graphite sheet 14 has a thickness between about 0.001 mm and about 1.0 mm. In another example, the flexible graphite sheet has a thickness between about 0.025 mm and about 0.5 mm. In another example, the flexible graphite sheet has a thickness between about 0.05 mm and about 0.250 mm. In another example, the flexible graphite sheet has a thickness between about 0.05 mm and about 0.150 mm. In another example, the flexible graphite sheet has a thickness between about 0.07 mm and about 0.125 mm.

In a particular embodiment, the flexible graphite sheet 14 is substantially resin-free, where resin-free means a level below conventional detection limits. In other examples, the flexible graphite sheet has less than 1% by weight of resin. In at least one particular example, the flexible graphite sheet 14 is not impregnated with resin, e.g. e.g., it is not impregnated with epoxy.

In one example, element 14 has an in-plane thermal conductivity of at least about 140 W/m*K. In another example, the element has an in-plane thermal conductivity of at least about 250 W/m*K. In another example, the element has an in-plane thermal conductivity of at least about 400 W/m*K. If necessary, an upper end for thermal conductivity in the plane of the element can be up to 2000 W/mK.

The flexible graphite sheet 14 may have a relatively small amount of binder, or no binder. In at least one example, the flexible graphite sheet 14 may have less than 10% by weight of binder. In another example, the flexible graphite sheet 14 may have less than 5% by weight of binder. In at least one, the flexible graphite sheet 14 is substantially binder-free, where binder-free means a level below conventional detection limits.

The flexible graphite sheet 14 may have a relatively small amount of reinforcement, or no reinforcement. Reinforcement is defined as a solid phase, continuous or discontinuous, present within the continuous graphite matrix. Some examples of reinforcement include carbon fibers, glass fibers, plastic fibers, and metal fibers. In at least one example, the flexible graphite sheet 14 may have less than 50% by weight reinforcement. In another example, the flexible graphite sheet 14 may have less than 5% by weight of reinforcement. In at least one particular example, the flexible graphite sheet 14 may be substantially free of reinforcement, where free of reinforcement means a level below conventional detection limits.

The precursors of element 14 formed from synthetic graphite can be a polymer film selected from polyphenyleneoxadiazoles (POD), polybenzothiazole (PBT), polybenzobisthiazole (PBBT), polybenzooxazole (PBO), polybenzobisoxazole (PBBO), poly(pyromellithimide) (PI), poly(phenyleneisophthalamide) (PPA), poly(phenylenebenzoimidazole) (PBI), poly(phenylenebenzobisimidazole) (PPBI), polythiazole (PT) and poly(para-phenylenevinylene) (PPV). Polyphenyleneoxadiazoles include polyphenylene-1,3,4-oxadiazole and isomers thereof. These polymers are capable of conversion to good quality graphite when properly heat treated. Although it has been mentioned that the polymer for the initial film is selected from among POD, PBT, PBBT, ^p B ^o , PBBO, P ⁱ , PPA, PBI, PPBI, PT and PPV, other polymers that can produce graphite can also be used. good quality by heat treatment.

System 2a may include a source of thermal energy, such as, but not limited to, a heat source 16 arranged in thermal communication with element 14. Heat source 16 may include a resistance heater, a non-limiting example being a heated wire. In one example, the heat source 16 is embedded in a fabric 17, such as a non-woven fabric, a non-limiting example being felt. The nonwoven fabric 17 can provide insulating properties. Heat source 16 may also include waste heat that is recovered from an available source of waste thermal energy and transported to element 14. Available sources of waste thermal energy in a vehicle include batteries, capacitors, fuel cells, electric motors, inverters and other power electronic devices, and internal combustion engines. Some methods of transporting thermal energy from the thermal energy source to the heat source 16 include, but are not limited to, conduction. through a material of high thermal conductivity (such as aluminium, graphite or copper) and natural or forced convection through a fluid (such as air, refrigerant, water or a cooler).

Heat source 16 can optionally be replaced or supplemented by heating element 14 wirelessly by induction. Such wireless heating could be supported by magnetic fields converted from kinetic energy transformed from the conduction process. Alternatively, magnetic induction fields can be forced using other onboard power sources, such as the battery or regenerative braking systems, to generate magnetic fields at point sources via induction coils located next to element 14. In In such cases of inductive heating, graphite is the preferred material due to its ability to couple inductively with magnetic fields to generate heat, and its better power distribution capabilities are harnessed to efficiently transfer heat energy, across a surface. more evenly distributed, from the localized coupling event.

Other examples of heat source 16 may include, but are not limited to, PTC heaters, natural gas, or other combustible point heat sources. The heat source 16 may be one of the sources that is particularly useful in thermal regulating articles used in buildings. Heat sources may include a heating fluid (eg, water, a water-glycol fluid), or a waste heat device.

In the example shown in FIG. 3, system 2a includes insulation 18 disposed adjacent to heat source 16, such that the heat source is disposed between element 14 and insulation 18. Some examples of insulation 18 may include, but are not limited to, fiberglass. glass, polyurethane and cork. In some non-limiting examples, the insulator 18 is an optional element.

System 2a may be secured to a surface 22 of a base layer 20 that is included as part of the vehicle 6. In examples of system 2, the base layer 20 may include metal or other material that forms part of the vehicle.

A power source 24 is operatively connected to heat source 16 to provide power to heat the heat source. In a non-limiting example, power source 24 is a battery that provides electrical power to resistance heater 16. A controller 30 is operatively connected to power source 24 to control the supply of power to heat source 16 to provide thermal regulation. Controller 30 may use information from one or more sensors 40 to control the application of power from power source 24 to heat source 16. In one non-limiting example, a thermal sensor 40, also known as a temperature sensor, may being arranged on the surface 12 to sense the temperature thereon, communicating the temperature information to the controller 30 in any suitable manner. In one or more other examples, the one or more sensors 40 could be located on element 14. Sensor 40 may be located around element 14 or heat transfer element 10. As used herein, the term "around" is used to indicate that the sensor may be inside or outside of the particular component. In one or more other examples, one or more additional sensors may be located at any location outside of space 4. These exterior sensors could be used to anticipate changes in the external environment that might affect indoor comfort.

Controller 30 may be a proportional-integral-differential ("PID") controller that uses a control loop feedback mechanism to control the application of power, thereby regulating the temperature felt by the person, animal, or object in the space. 4 or 4'. The use of a graphite element 14 in combination with the PID controller 30 increases the thermal sensitivity of the temperature regulation system 2, thus improving the sensitivity and responsiveness of the controller to deliver a more stable temperature with reduced variation, such as This is demonstrated by tighter control of the mean target temperature, a reduced standard deviation of the target temperature, a reduced range around the target temperature, etc. This will have the effect that temperature targets will not be exceeded, which in turn promotes both greatly improved thermal homogeneity and energy efficiency.

Referring now to FIG. 4, an example of system 2b includes a heat source 16 arranged adjacent element 10 opposite surface 12. System 2b also includes an energy-conserving heat-conducting element 14, optionally formed from graphite, as described above, disposed adjacent to heat source 16 and an optional insulator 18 (as described above) disposed adjacent to element 14. Insulator 18 is disposed adjacent to base layer 20 described above. Alternatively, if the insulator 18 is not used, the element is arranged next to the base layer 20.

Referring now to FIG. 5, an example of thermal regulation system 2c includes element 14 arranged next to element 10 on the opposite side of surface 12. System 2c also includes a heat source 16 arranged next to regulator 14 and a second element 14 arranged next to to the heat source 16, so that the heat source is sandwiched between the first and second elements. An optional insulator 18 (as described above) is arranged adjacent to the second element 14. Insulator 18 is also arranged adjacent to the base layer 20 described above. Alternatively, if the insulator is not used, the second element 14 is arranged next to the base layer 20. In one or more examples of the thermal regulation system 2c, the heat source 16 is provided separate and apart from the regulation system 2c. thermal.

It has been found that thinner and more heat conductive materials generally tend to have greater advantages in terms of thermal responsiveness, promoting energy efficiencies and limiting variation in the surface area being thermally controlled.

The use of system 2 in vehicles, as described herein, increases both the function and the efficiency of the vehicle by reducing the power consumption of the on-board battery. Directly heating the occupants of a vehicle using system 2 improves their comfort; thus ultimately increasing the range of the vehicle without sacrificing comfort in the cabin.

An advantage of an embodiment included herein is that the occupant can experience uniform comfort throughout his or her body, when exposed to the exterior surface 12. Another advantage can include improved efficiency for the vehicle 6. Electrical efficiency of the vehicle system can be improved thanks to the high thermal conductivity of the regulator. Another advantage is an improvement in the thermal response of the temperature regulation provided by the thermal regulation system 2. Additionally, due to the anisotropic nature of flexible graphite, the thinness of the graphite element 14 can also save weight relative to other materials for the energy conserving heat conductive element.

Referring now to FIGS. 6-8, other examples of the thermal regulation system 2d, 2e and 2f, respectively, which are hereinafter generally referred to as system 2, may include a cold source 66 instead of or together with the heat source 16. Some examples The cold source 66 may include, but is not limited to, a cooling fluid (eg, water, a water-glycol fluid), a cooling fluid, a Peltier device, or a residual cold source. The controller 30 uses one or more temperature sensors 40 to control the power source that produces the cold provided by the cold source. Controller 30 may be a PID controller.

System 2 may further include aluminum, copper or other metals used in conjunction with insulator 18 to improve thermal sensitivity and responsiveness to promote energy efficiency of the thermal regulation system.

Element 14 comprises a sheet of flexible graphite. Some non-limiting examples of suitable types of flexible graphite include at least one sheet of compressed particles of exfoliated graphite (also known as expanded graphite), graphitized polymer, and combinations thereof.

Other particular examples of flexible graphite may include flexible graphite having a thermal constant not greater than 0.25 W/K, the thermal constant being determined by multiplying the thickness of the flexible graphite by the in-plane thermal conductivity thereof. Other examples include a thermal constant not more than 0.20 W/K, not more than 0.10 W/K, not more than 0.05 W/K, not more than 0.04 W/K, not more than 0 0.02 W/K or not more than 0.015 W/K.

The system 2 may comprise a second element 14 in thermal communication with the power source, where the second element may be arranged below the power source and the element may be arranged above the power source.

An optional component of system 2 may comprise an insulating layer in thermal communication with at least one of the power source, element, heat transfer element, and combinations thereof.

The present invention comprises a battery-type power source arranged in communication with the power source. Some suitable non-limiting examples of the power source include a lithium ion battery, a lead-acid battery, a magnesium battery, or a fuel cell. The preferred size for the battery in this application is a size suitable for powering a vehicle.

Other non-limiting examples of the thermal energy source include the following: a resistive heating element, waste heat recovery, a thermal energy transfer fluid. One waste heat recovery embodiment may be the heat generated by a lithium ion battery pack during operation.

In a particular embodiment, the power source is in contact with no more than twenty-five percent (25%) of the surface area of a first surface of the element. In another embodiment, a surface area of a first surface of the element comprises at least twenty-five percent more than a surface area of the power source.

Element 14 may also include reinforcement adjacent to the flexible graphite sheet. The reinforcement includes at least one of a fiber reinforced polymer, a synthetic fabric, a fiber fabric, a fiber mat, or combinations thereof. Nylon is a specific, non-limiting example of a reinforcement. Another optional element is that the article may include a protective coating. The protective coating can be aligned with either the first surface or the second surface of the graphite element. If the protective coating is aligned with the same surface of the sheet as the backing, in one embodiment, the backing is adjacent to the sheet and the backing protector is adjacent to the reinforcement. If so desired, the reinforcement and/or protective coating may cover at least substantially the entire major surface of the sheet, as well as one or more edge surfaces thereof. Some examples of the protective layer include plastics, such as, but not limited to, polyethylene terephthalate (PET), polyimides, or other suitable plastics. The protective coating can provide the advantage of electrically insulating the graphite sheet from another component. If so desired, the protective coating may include only perforations.

In an alternative embodiment, the protective coating (also known as a layer) may be on a surface of the sheet opposite the reinforcement. For example, if the backing is flush with the first surface of the sheet, the protective coating may be flush with the second surface of the sheet. Optionally, the protective coating can be adhered to the second surface. A particular additional embodiment includes a second protective coating, located adjacent to the reinforcement and opposite the sheet.

Similar to how the protective coating can be on both outer surfaces of the article, likewise the reinforcing layer can be on both sides of the graphite foil. In this embodiment, the protective coating may be located on one or both of the graphite surfaces.

In a further embodiment, the article may include a second sheet of graphite. The second sheet of graphite can be a sheet of compressed exfoliated graphite particles or a sheet of graphitized polymer. Preferably, in this embodiment the reinforcement is located between the first graphite sheet and the second graphite sheet. The embodiment can also include the protective coating on the outer surface of the sheet, the second sheet of graphite, or both.

An advantage of one or more of the systems 2 described herein is improved energy efficiency, such as a reduction in the use of the power source to provide thermal energy for room occupant comfort. In addition to or instead of the advantage of reduced power source usage, another advantage of one or more of the embodiments may include a reduction in the time it takes for the system to reach steady state temperature. Another benefit may include homogeneity, which may be an increase in temperature homogeneity experienced by an enclosure occupant over the surface area of the enclosure with which the occupant is in contact, and/or the time it takes for the environment to cool down. adopt a homogeneous temperature.

The embodiments described herein can be used in a system to achieve a desired temperature at a rate at least twenty-five percent (25%) faster than in a system that does not include the power regulator. In other cases, the reduction in time to reach desired temperature may be at least thirty-five (35%) percent faster than a control without the power regulator. In further embodiments, the improvement in response rate to achieve a desired temperature can be up to a fifty percent (50%) reduction in response time.

Furthermore, the embodiments included herein are not only able to reach the set temperature (also known as target temperature) faster, but will do so while consuming less power. For example, embodiments disclosed herein have included a reduction in time to reach set temperature of at least twenty five percent (25%) while consuming twenty (20%) percent less power. In a further embodiment, the reduction in time to reach set temperature is at least thirty-five (35%) percent and the reduction in energy consumed is at least forty (40%) percent. In a further embodiment, the reduction in time to reach set temperature is at least forty-five (45%) percent and the reduction in power consumption is at least forty-five (45%) percent. .

Another advantage of the embodiments disclosed herein may include that once the desired set temperature is reached, it can be maintained for a set period of time with reduced power consumption. For example, once the set temperature is reached, it can be maintained for a period of approximately two (2) hours with a reduction in energy consumption of approximately ten (10(+)%) percent or more; preferably about fifteen (15%) or more.

The embodiments disclosed herein can be used in a system to achieve a desired temperature at a rate at least twenty-five percent (25%) faster than in a system that does not include the described power regulation system components. in the present document. In other cases, the reduction in time to obtain a desired temperature may be at least thirty-five (35%) percent faster. In further embodiments, the reduction in time to obtain a desired temperature can be at least thirty-five (50%) percent faster.

Another advantage of the embodiments disclosed herein may include that once the desired set temperature is reached, it can be maintained for a set period of time with reduced power consumption. For example, once the set temperature is reached, it can be maintained for a period of approximately two (2) hours with a reduction in power consumption of approximately ten percent (10%) or more; preferably approximately fifteen percent (15%) or more.

The systems 2 described herein can be used in one method of manufacturing a vehicle having an occupant heating system, and subsequently in another method of heating the vehicle. In an exemplary method of manufacturing a vehicle, the vehicle is an electric vehicle having a battery, such as a lithium ion battery sized to power the vehicle. The method includes placing an element as described herein in thermal communication with a heater, and placing the element and/or heater in thermal communication with a heat transfer material as described herein. The heating element is powered by a power source, and the power application may be controlled by a controller as described herein. The various optional components of the system disclosed herein are also applicable to the above methods.

examples

The invention disclosed herein will now be further described in terms of the following examples. Such examples are included herein for illustrative purposes only and are not intended to limit the claimed subject matter.

In FIG. 9 a test set is illustrated, generally shown as 100, for testing at least some of the examples described herein. Test set 100 includes an outer cabinet 105 and cover 106. Cabinet 105 and cover 106 may be constructed of any suitable material. If desired, cabinet 105 and cover 106 can thermally insulate the test sample from the outside environment. The test set may include spacers 104. The spacers, as shown, are constructed of insulating material, although the choice of material for the spacers is not a limiting factor.

The test set 100 also includes an enclosure 101 having a bottom 102 and a lid 103, which snaps into the enclosure 101. The enclosure is sized to fit inside the cabinet 105. As material of construction for the enclosure 101 and the lid 103 aluminum was used, however other materials may be used for either or both if desired. An illustrative system 2c is shown in test kit 100 as described herein. System 2c includes two lower insulating layers 18. The shown system 2c includes two elements 14, as described herein. The heater 16 includes a heating wire 108 and a sensor 110. The heating wire 108 may be powered by an electrical power source, such as a battery (not shown).

The test set includes a rubber mat (commonly known as a vehicle floor mat) as the heat transfer element 10 and a temperature sensor 110, disposed on an upper surface 12 of the mat 10. The sensor 110 is in communication with a controller (not shown). This system was placed on top of and in contact with the bottom surface 22 of the enclosure.

In illustrative test A, system 2a was tested as shown in FIG. 3, including a 10 micron synthetic element 14 arranged above heater 16 and polyurethane foam insulation 18 arranged below the heater, using test set 100.

An example product made by system 2a may be a heated floor mat. Such a mat surface would rest on a resistance heater with an element, e.g. eg, a sheet of synthetic graphite, placed on top of the heater surface and the remainder of this assembly would rest on the car cabin floor and be insulated with a suitable thermal insulating barrier. The example incorporated the use of a synthetic graphite film element 14 having a thickness of 10 microns, coated on each side with a thin layer of PET film (~0.05 mm). Such coated graphite films are available as eGraf® SS1800-0.010 (thermal constant 0.018 W/K) from Advanced Energy Technologies LLC, Lakewood, Ohio. Element 14 was placed on top of a commercial resistive heating element 16, such as that sold by Dorman under product number 641-307, which has an internal resistance of 4 Ω. Heating element 16 was placed on top of a suitable insulating material 18 , such as a layer of blown polyurethane foam with a thickness of about 6 mm (uncompressed), and all resting on a cold surface as shown. The cold surface temperature in the test set 100 was maintained at 0°C and the surface temperature at 18°C was actively controlled by a PID controller such as an Extech 48VFL (independently tuned and optimized for this particular case). heating), to reach a surface temperature (18 °C) of a thin polyurethane material such as the heat transfer element 10.

In FIG. 10 shows a graph of temperatures vs. time, and power vs. time, for a control that did not include the heat conductive element 14. As shown, energy/power 200 is delivered in a controlled manner to heating element 16 by the controller (not shown). The refrigerant temperature is shown as 202. The temperature of room 101 is shown as 204. The change (A) in the air temperature in room 101, which is the temperature in room 204 minus the temperature 202 of refrigerant, is shown as 206. The temperature at the top of the insulating layer 18 is shown as 208. The temperature of the heat transfer element 10 is shown as 210. The temperature of the heat transfer element 2 10 minus the coolant temperature 202 is displayed with the reference 212.

In FIG. 11 a graph of temperatures and power vs. time is shown for Example A, illustrating similar elements to the graph of FIG. 10 with similar reference numbers. In this example, it was observed that the rate of heating from the initial state of 0 °C to the target surface temperature of 18 °C of the transfer element was achieved in 6.8 minutes, 46.0% faster than in a control version of this example in which element 14 graphite is not used. It was also observed that the total energy consumed by this heating process from the initial state to the target surface temperature was 6.3 Wh, which was 46.2% less total energy consumed than the control without the element. 14. A PID controller was used to maintain the transfer element temperature at 18°C for a period of 1.85 hours, while the test bed temperature was maintained at 0°C. The total energy consumed during that interval was 60.97 Wh, which was 15% less total energy consumed during that interval than in the control.

In another illustrative test B, the system 2c shown in FIG. 5, including a first element 14 of 10 micron synthetic graphite disposed directly above heater 16, a second element 14 of 10 micron synthetic graphite disposed directly below the heater, and polyurethane foam insulation 18 disposed below the second element. (in front of the heater 16), using a test set 100.

This embodiment uses two separate layers of synthetic graphite film elements 14 that function as the power regulators described herein. The elements 14 have a thickness of 10 microns and are coated on each side with a thin PET film (~0.05 mm). Such coated elements 14 are available as eGRAF® SS1800-0.010 (thermal constant 0.018 W/K) from Advanced Energy Technologies LLC. In this example, the resistive heating element 16 was the same as in Example A, which is available from Dorman under product number 641-307, which has an internal resistance of 4 Ω. The heating element 16 was sandwiched between the two 14 separate elements. All the elements mentioned above, were insulated with respect to the cabinet structure 105 and placed on top of a suitable insulating material 18, such as a layer of blown polyurethane foam with a thickness of approximately 6 mm, and resting on a cold surface 22 . The temperature of the cold surface 22 was maintained at 0°C and the surface temperature at 18°C was actively controlled by a PID controller, such as an independently tuned Extech 48VFL optimized for this particular heating case, to achieve a surface temperature of a thin polyurethane surface material such as the heat transfer element 10.

In FIG. 12 shows a graph of temperatures vs. time, and power vs. time, illustrating similar elements to the graph of FIG. 10 with similar reference numbers. The rate of heating from the initial 0°C state to the 18°C target surface temperature of the seat was observed to be achieved in 5.8 minutes, 54.0% faster than a control version of this scenario. in which the graphite film is not used. It was observed that the total energy consumed by this heating process from the initial thermal state to the target surface temperature was 5.9 Wh, which represented 49.6% less total energy consumed than in the control without the element. . The target temperature was dynamically maintained at 18 °C as regulated by the PID controller for a period of 1.85 hours, in continuous contact with the test bench at the initial temperature of 0 °C as a general environment, the total energy being consumed during that interval 68.1 Wh, which was 5.0% less total energy consumed during that interval than in the control.

In another illustrative test C, the system 2b shown in FIG. 4, including a 10 micron synthetic graphite element 14 disposed directly below heater 16 and polyurethane foam insulation 18 ^{disposed below the element (in front of heater} 16 ^{), using test set 100.}

In this example, the surface of the heater 16 is in direct contact with the heat transfer element 10 which forms the surface material. Element 14 was formed from a synthetic graphite film having a thickness of 10 microns and a thermal conductivity of 1800 W/m K (thermal constant 0.018 W/K) that was further coated on each side with a thin layer of PET film. (0.05mm thick), such graphite film being commercially available as noted above in Examples A and B. In this embodiment, element 14 was placed on the bottom of commercial resistive heater 16, which was the same heater used in Examples A and B. The heater 16 and element 14 were placed below the heat transfer element 10, which was to be heated and insulated from the base of the cabinet by placing on top of it an insulating layer 18 material. of blown polyurethane foam of approximately 6 mm (uncompressed). The entire assembly was then placed on a cold surface. The temperature of the test set 100 was actively controlled at 0°C and the surface temperature was controlled at 18°C independently by a PID controller, such as an Extech 48VFL (independently set and optimized for the particular heating example). in question), to reach the aforementioned surface temperature of the polyurethane heat transfer element 12. In this example, it was observed that the rate of heating from the initial state of 0°C to the target temperature of 18°C of the surface 12 was achieved in 9.3 minutes, 26.2% faster than in a version control in this example without item 14.

In FIG. 13 a graph of temperatures and power versus time is shown, illustrating elements similar to those in the graph of FIG. 10 with similar reference numbers. It was also observed that the total energy consumed by this heating process from the initial temperature of 0 °C to the target surface temperature of 18 °C was 9.28 Wh, which was 20.5% less total energy consumed than in the control for the same conditions. The target temperature was dynamically maintained at 18°C as regulated by the PID controller for a period of 1.85 hours, in continuous contact with the surrounding ambient temperature of 0°C, with the total energy consumed during that interval being 71.7 W h, which did not have a significant impact on total energy relative to control. By placing the graphite element 14 in the base as described in this embodiment, the element allows the heater to support heating rate acceleration and some energy savings (in short intervals), as indicated. It also provides the benefit of slightly higher temperature gradients across the heated surface. This may have an impact in supporting a more noticeable quality of heating for a passenger in contact with the surface 12.

In another illustrative test D, the system 2a shown in FIG. 3, including a 40 micron thick sheet of compressed exfoliated graphite (CPEG) particles used as element 14 arranged above heater 16, and polyurethane foam insulation 18 arranged below the heater, using equipment 100 of proof.

An illustrative product incorporated by this system may be a heated floor mat or heated seat. Such a mat surface would rest on a resistance heater with a natural graphite element placed on top of the heater surface, and this assembly would rest on the automobile cabin floor 20 and be insulated with a suitable heat insulator 18 . One such example incorporates the use of an eGRAF® SS 400 CPEG film as element 14, having a thickness of 40 microns, coated on each side with a thin layer of PET film (~0.05mm). Such a coated graphite film is available as SS400-0.040 (thermal constant 0.016 W/K) from Advanced Energy Technologies LLC. The graphite film 14 is placed on top of a commercial resistive heater 16, such as that sold by Dorman under product number 641-307, having an internal resistance of 4 0, which is placed on top of a suitable insulating material 18. In this example, the insulation 18 is a layer of blown polyurethane foam with a thickness of approximately 6 mm (uncompressed). This assembly is arranged resting on a cold surface 22 . The temperature in the test set 100 was maintained at 0°C and the target temperature of the surface of the heat transfer element 12 was actively controlled at 18°C by a PID controller, such as an Extech 48VFl (independently set and controlled). optimized for the heating example in question). The heat transfer element 10 was a polyurethane material. In FIG. 14 shows a graph of temperatures and power vs. time, illustrating similar elements to the graph of FIG. 10 with similar reference numbers. In this example, it was observed that the rate of heating from the initial state of 0 °C to the target temperature of 18 °C of the heat transfer element was achieved in 6.6 minutes, which is 47.6% faster than in a control version of this example in which element 14 graphite was not used. It was observed that, in this example, the total energy consumed by this heating process from the initial state to the target surface temperature was 6.1 Wh, which was 47.9% less total energy consumed than in the example. control. The target temperature was dynamically maintained at 18 °C as regulated by the PID controller for a period of 1.85 hours, in continuous contact with the initial temperature of 0 °C as a general environment, with the total energy consumed during that interval being 61 .9 W h, which was 13.6% less total energy consumed during that interval than the control. This embodiment provides rapid heating of the surface temperature of the mat and thermal insulation of the heated surface to insulate it against heat loss due to the cold cabin structure below. The use of graphite elements with high thermal conductivity in this context allows improvements in thermal quality, which entail the energy efficiency improvements described.

In another illustrative test E, the system 2a shown in FIG. 3, including a 125 micron thick aluminum sheet used as element 14 arranged above heater 16, and polyurethane foam insulation 18 arranged below heater, using test set 100.

An illustrative product incorporated by this system may be a heated floor mat or heated seat. Such a mat or seat that forms the heat transfer element 10 would rest on a resistance heater 16 with an aluminum element 14 placed on top of the heater surface, and this assembly would rest on the automobile cabin floor 20 and would be insulated with a adequate thermal insulation 18. One such example would incorporate the use of a 125 micron thick aluminum energy conserving heat conductive element 14, coated on each side with a thin layer of PET film (~0.05mm). In this example, the aluminum element 14 was placed on top of the aforementioned commercial resistive heater 16 having an internal resistance of 4 0, sitting on top of a layer of blown polyurethane foam as insulating material 18 approximately 6 mm thick (without compress). This assembly was placed on a cold surface. The test set temperature was maintained at 0°C and the surface temperature of the heat transfer element 12 was actively regulated to 18°C by a PID controller, such as an Extech 48VFL (independently tuned and optimized for the test scenario). heating in question), to achieve a surface temperature of 18 °C on the surface 12 of the heat transfer element 10.

In FIG. 15, a graph of temperatures and power versus time is shown, illustrating similar elements to the graph of FIG. 10 with similar reference numbers. In this example, it was observed that the rate of heating from the initial state of 0 °C to the target surface temperature of 18 °C of the seat it was achieved in 11.0 minutes, 12.7 % faster than a control version of this example that did not use the aluminum element 14. It was also observed that the total energy consumed by this heating process from the initial state to the target surface temperature was 10.2 Wh, which was 12.8% less total energy consumed than the control. It should also be noted that the target temperature was dynamically maintained at 18 °C as regulated by the PID controller for a period of 1.85 hours, in continuous contact with the initial temperature of 0 °C as a general environment, with the total energy consumed being during that interval 70.7 Wh, which was 1.4% less total energy consumed during that interval than in the control. This embodiment would provide rapid heating of the mat or seat surface temperature and thermal insulation of the heated surface 12 to insulate against heat loss due to the cold cab structure 20 below. The use of aluminum elements 14 with high thermal conductivity in this context allows improvements in thermal quality, which entail the energy efficiency improvements described. In applications where light weight and speed of heating are not paramount, energy efficiency improvements are acceptable as long as relatively short runtimes are involved.

A summary of the results of Examples AE is provided in Table 1.

The foregoing description is intended to enable those skilled in the art to put the invention into practice. It is not intended to detail all possible variations and modifications that will be apparent to those reading the description. The scope of the invention is defined by the following claims.

Claims (7)

1. An electric vehicle (6), having an energy regulation system (2) for regulating energy from a thermal energy source (16), comprising: a heat conducting element (14) in thermal communication with the power source (16), a heat transfer element (10), in thermal communication with the element (14), the heat transfer element having an outer surface (12); a temperature sensor (40), arranged close to at least one of the heat transfer element (10) and the element (14); a controller (30), in operative communication with the sensor (40) and with the power source to control the application of power to the thermal power source (16) in response to a signal from the sensor (40), and a source battery-type power supply (24) in operative communication with the thermal energy source (16), characterized in that the heat-conducting element (14) comprises a flexible graphite sheet. The electric vehicle of claim 1, wherein the flexible graphite has a thermal constant not greater than 0.25 W/K, the thermal constant being determined by multiplying the thickness of the flexible graphite by the in-plane thermal conductivity thereof. . The electric vehicle of claim 1, further comprising an insulating layer (18) in thermal communication with at least one of the power source (16), the element (14) and the heat transfer element (10). The electric vehicle of claim 1, wherein the source of thermal energy comprises a resistive heating element. The electric vehicle of claim 1, wherein the element (14) further comprises an interior surface and the power source (16) is in physical contact with no more than twenty-five percent (25%) of the surface area of the inner surface. The electric vehicle of claim 1, further comprising a second thermal conductive element, comprising a flexible graphite sheet in thermal communication with the thermal energy source, wherein the energy source is disposed between the thermal conductive element and the second heat conductive element. The electric vehicle of claim 6, wherein the heat conductive element (14) is disposed above the power source (16) and the second heat conduction element (14) is disposed below the power source (16).